Four-stroke cycle internal combustion engine of the sleeve valve type



HMlD 2,321,564

June 8, 1943. E. sc

FOUR-STROKE CYCLE INTERNAL COMBUSTION ENGINE 0F THE SLEEVE VALVE TYPEFiled Nov. 28, 1939 4 Sheets-Sheet 1 r1rrr" L .LL M CII C] [El l ZQ. 3

June 8, 1943. Escl-1Min 2,321,564

FOUR-STROKE CYCLE INTERNAL COMBUSTION ENGINE OF THE SLEEVE VALVE TYPEFiled Nov. 28, 1959 4 sheets-sheet 2 v f f4@ i June 8, 1943. E. scHMlD2,321,564

FOUR-STROKE CYCLE INTERNAL COMBUSTION ENGINE OF THE SLEEVE-VALVE TYPEFiled Nov. 2s, 1939 4 sheets-sheet :s

June 8, 1943. E. SCHMID 2,321,564 FOUR-STROKE CYCLE .INTERNAL coMBUsTIoNENGINE 0F THE SLEEVE VALVE TYPE Filed Nov. 28, 1939' 4 Sheets-Sheet 4Patented June 8, 1943 UNITED STATE.

" FOUR-STROKE CYCLE INTERNAL COMBUS- *TION ENGINE OF THE SLEEVE VALVETYPE Ernest Schmid, Annecy, France; vested in the Alien ropertyCustodian Application November 28, 1939, Serial No. 306,558 In GermanyJanuary 31, 1939 zeiaims. (c1. 12s-75) In the four-stroke cycle internalcombustion engines of the sleeve valve type the construction of thesleeve valve or valves and of the valve gears has been a problem forvthe constructors.

In the particular case in which it is intended to realise a light engineand to obtain high speeds the two concentric sleeve valve systems' areuseless, so that it becomes necessary to use a system with a singlesleeve as light as possible, consequently very thin. A sleeve of thistype would present besides its lightness and its low resistance to heatexchange the advantage to permit to obtain an unequalled self-tightness,for example in making a slit over its entire length, in order to obtainan open sleeve.

This proposition was however never made until now for the reason thatsuch an open sleeve would immediately be distorted in such a manner thatit would become useless. In fact it is known that all the controlmechanisms of sleeve valves submit the sleeve to asymmetric distortingefforts, which could not be endured by a sleeve built in the abovementioned manner.

In order to bring a new solution in the structure of motors light andrapid of the sleeve valve type, the present invention provides acombination of a certain type of sleeve valve with a certain type ofgear mechanism, both unknown until now.

rIhe sleeve is to be thin, slit over its entire length along a straightline or along a curved line of any shape. In any case the slit can beestablished without right angles Zigzags, given the fact, that a thinsleeve of which the thickness of the wall can be for example tto of thebore, shows practically no sensible loss even with the highestpressures.

With this single sleeve valve reciprocating between cylinder and pistonand moved .by a disposition known as two-eccentric gear system, i. e.,comprising two eccentrics of which one works at the speed of thecrankshaft and the other at half that speed, and permitting to controlthe sleeve always positively with an irregular movement showing quitenoticeable dead positions at the neighbourhood of the highest pressures,a carrying mechanism is combined, established in such a way that in allthe positions of the sleeve the result of the impulse coincides with theaxis of the cylinder.

The combination according to this invention constitutes an enormousprogress comparedto the previous dispositions, the light and rapidengines which can -be built in this manner being particularly useful foraviation.

Cil

The appended drawings show an embodiment of a four-stroke cycle internalcombustion engine according to the present invention. s

Fig. l shows an exial'section of the cylinder taken perpendicularly tothe crankshaft and to the shafts of the eccentrics controlling thesleeve.

Fig..2 shows the gearing mechanism in perspective, seen from below. s i

Fig. 3 is a cross section upon the line III-III of Fig. 1.

Fig. 4 shows a perspective view of the unmounted sleeve, of the twoconnecting members provided to move it, and of a coupling link part; ofthe two-eccentric gear system.

In the cylinder I reciprocate the sleeve 2 and also the piston 3 ofwhich the connecting rod 4 drives the crankshaft 5.

The sleeve is thin and slit over its entire length in I4. It controlsthe inlet ports and outlet ports by means of the valve ports I5 and itsupper edge.

On both sides and above the crankshaft are located the eccentrics 6 and'I of the two-eccentric gear of which the coupling rods 8 and 9 move arigid frame principally composed of two coupling links Ill, of whichonly one is visible respectively seen in Figs. 1 and 4. Each of thesecoupling links supports a plug II engaging in one of the two couplingmembers I3 sliding in the slides located between the guides I2 extendingthe cylinder in the direction of the crankshaft. These coupling organsconstitute sliding blocks.

The two sliding blocks are of such a shape that they partially surroundthe sleeve 2 without however entering into contact with its externalcylindrical surface. This is shown clearly in Fig. 3. In this Way thesleeve is only guided'by the interior wall of the cylinder against whichit lies closely and by the internal surface of the guides I2 made inorder to extend the interior surface of the cylinder with which theyhave been simultaneously bored so as to have an unbroken continuity ofsurface. v

`Opposite the sliding blocks I3 symmetrically placed on both sides ofthe longitudinal axis of the sleeve and simultaneously moved in theaxial direction by means of the two coupling links I and their plugs II,the sleeve presents on'the lower part projections I8 of rectangularcross section penetrating in grooves I9 of corresponding cross sectionof the sliding blocks I3. The thickness of these projections measured inradial direction is such that their external cylindrical surface isunable to enter into contact with the bottom of the grooves I9. Thisdisposition, as Well as the radial display subsisting between slidingblocks and sleeve is intended to avoid all transmission of a nonaxialeffort from the sliding blocks to the sleeve, which they can only carryparallel to the axis once above and once below by means of the contactsurfaces provided between the projections and the grooves and lyingperpendicularly to the axis of the sleeve. The resultant of the forcesmoving the sleeve will always coincide with its axis, respectively withthe axis of the cylinder.

The driving means constituted by the two coupling links I0 and thefastening, screws 20` are, of course, absolutely rigid, and aremoreover, moved by connecting rods 8 and 9 in such a manner that it willabsolutely avoid every distorting action and ensure a symmetric movementof the sliding blocks I3.

It must also be remembered thatthesleeve lies close against the innersurface of the guides I2 precisely where the wear of the cylinder takesplace, i. e., there where the piston presses most. These guides extend,the cylinder in an absolutely rigid way, Figs. 1 and. 3 showing clearlythe disposition of the supporting ribs I2 intended to strengthen them.

Also Fig. 1 does show the cylinder head without piston rings in regardof the sleeve, it is evident that for certain engines it would be ofinterest to have such piston rings.

What I claim is:

1. In a sleeve-valve type internal combustion engine, a cylinder, apiston and a single sleevevalve made of material as thin as possible,between the said cylinder and the piston, a slit extending withoutbaffling over the entire length of the sleeve-valve, symmetricallydisposed driving means for reciprocating the sleeve-valve, rigidbearings independent of the sleeve-valve, taking up every stress of thedriving means not directed parallelly to the cylinder axis andconnection means between the sleeve-Valve and the driving means, thesaid. connection means being so directed that they remain disconnectedfor every effort non-parallel to the said cylinder axis.

2. In a sleeve-valve type internal combustion engine, a cylinder, apiston and a single Sleevevalve made of one piece of material as thin aspossible between the said cylinder and piston, a slit extending withoutbaiing, from end to end of the sleeve-Valve, two diametrically opposeddriving means reciprocating they sleeve-Valve, rigid guides for saiddriving means', extending axially andintegral with the engine casing,means for synchronously reciprocating the said driving means, andabracket shaped connection extending in; transversal planes between thesleeve and bothdriving means.

ERNEST SCHMID.

